Vehicle jack



March 8, 1949. w. F. cloFFl 2,463,518

VEHICLE JACK Filed. oor. 21, 1946 s sheets-sheet 4 IN V EN TOR.

'l WILLIMF CIOFF'I ATTORNEY mi l , March 8, 1949.

Filed Oct. 21, 1946 w. F. cloFFl 2,463,518

VEHICLE JACK 3 Smets-sheet 2 INVENTOR. I

.WILLIAM F. c|oFF| March 8, 1949.

w. F. clot-'Fl VEHICLE JACK Filed oct. 21, 1946 3 sheets-sheet 5 INVENTOR.

WILLIAM F. CYOFFI ATTORNEY Patented Mar. 8, 1949 UNITED STATES PATENT OFFICE VEHICLE JACK William F. Cof, Brooklyn, N. Y.

Application October 21, 1946, Serial No. 704,770

3 Claims. 1

This invention relates to vehicle jack arrangements of a type to be permanently carried by the vehicle.

It is among the objects of the present invention to provide a selective control arrangement for multiple vehicle jacks which are carried on the vehicleV and adapted to be moved by uid actuators to a position of use where the side of the vehicle is raised and returned to a retracted position when not in use, wherein the pump motor may be arranged to be cut off when any one of the jacks have been operated or when all of the jacks have been operated, this selection being made by a mere movement of an electric switch. It is another object of the invention to provide a simplearrangement for the operation of the jack and a simple return means for the jack and its operating device, which is incorporated in the jack.

According to the present invention, a jack is provided at each side of the vehicle and with it is an actuator of the fluid type adapted to be operated by suitable fluid control means accessible to the driver of the vehicle at his station in the drivers compartment. Further accessible to the driver, is a selector fluid control device adapted to operate either one or the other of the fluid actuating devices or both of the devices simultaneously. Also accessible to the driver is a switch device for fixing the motor cut-off switch so that it will cut off either when one or the other of the fluid actuating devices has been operated or only when both of the fluid actuating devices has been actuated. Further accessible to the driver is a release valve device for dumping either one or the other of the iiuid actuators or both.

` The jack structure itself comprises a bracket structure adapted to be attached to the vehicle axle. Pivotally connected to the lower end of the bracket is a jack wheel arm bearing a jack wheel. This arm is connected with a uid actuator to be moved by the same into a position in vertical alignment .with the bracket structure whereby to raise the-axle and the side of the vehicle. On both the bracket and the jack wheel arm, there is respectively provided lug -portions between which is extended a compression spring for returning the jack wheel arm and its wheel to a retracted position when once the fluid has been released from the actuator.

For further comprehension of the invention, and of the objects and advantages thereof, reference will be had to the following description and accompanying drawings, and to the appended claims in which the various novel fea- 2 tures of the invention are more particularly set forth.

In the accompanying drawing forming a material 4part of this disclosure:

Fig. 1 is a fragmentary plan View of a vehicle chassis showing my jack connected to the axle thereof to raise the left rear wheel of the vehicle.

Fig. 2 is an elevational view of the frame and of the jack illustrating its connection with the jack wheel pivoted on the axle structure between a lifting position and a slightly raised position.

Fig. 3 is a diagrammatical view of the hydraulic system used for selectively feeding iiuid to the hydraulic actuators located respectively at opposite sides of the rear axle.

Fig. 4 is a diagrammatical view showing the control devices in the drivers compartment.

Fig. 5 is a diagrammatical view looking directly uponthe vehicle control panel and foot board to show the location of the respective controls for the system with relation to the usual vehicle controis.

Fig. 6 is an enlarged longitudinal cross sectional view of the hydraulic control valve which is mounted upon the vehicle dash board, the section being taken generally along the line 6-6 of Fig. 7 and looking in the direction of the arrows thereof.

Fig. 7 is a transverse cross sectional view of the control valve taken along the line 1 1 of Fig. 6 looking in the direction of the arrows thereof.

Fig. 8 is a front elevational view looking upon the control valve itself as it appears upon the dash board.

Fig. 9 is a wiring diagram for effecting the stoppage of the motor which drives the hydraulic pump at times when one or the other of the actuators at the opposite sides of the vehicle has been extended or at times when only both of the actuators have been extended.

Referring now particularly to Figs. 1 and 2, il represents an actuator comprising a cylinder I2 and a piston I3 operable therein and adapted to extend a piston rod Mthrough the rear of the cylinder housing I2. The cylinder housing I2 is connected to a chassis piece I 5 of a vehicle frame I6.

Connected to the vehicle chassis I6 at the location of a left rear'wheel I1 is a rear axle structure I8. This connection is made through a spring I9 anchored at the rear of the chassis I6 as indicated at 20 and' forwardly on the chassis I6 at a location adjacent to the connection of the frame piece I5 therewith as indicated at 2l (Fig. 2).

On the axle structure I8 there is connected a bracket- 22 to the lower end of which there is pivoted by means of a pivot pin 23, a jack wheel fork or arm 24 containing a supporting wheel 25 on its lower end. This fork has an axle pin 28 for attaching the wheel thereto and which as well serves for the attachment of a connecting rod 21 which pivotally connects at its forward end with the piston rod I4 as indicated at 28 so as to be actuated by the fluid actuator ll. On the fork 24 at the rear thereof is a shelf or lug p0rtion 29 on lwhich rests a compression spring 3| connected at its upper end to a lug portion 32 on the bracket 22. This spring is compressed as the fork 24 is moved rearwardly by the actuator to a position indicated in dotted lines 33 whereby to raise the wheel |1 from the ground* As fluid is drained from the actuator li, the compression spring 5| will return the fork 24 and wheel 25-to their raised position and at the same time return they piston I3 in the cylinder to a position where it can again be used.

Referring now to Fig. 3, there is shown the hydraulic control system which comprises ra iiuid supply tank 35 from which iiuid is drawn by a pump 36and delivered to a selector control valve 31 rby way of a main pipe 38. The control valve as-,will be described more in detail later on is of the -selector type whereby fluid depending upon the position of the control valve is delivered through either pipe 39 or 4| or through both pipes, which pipes are connected to the cylinders of separate actuators which are of the type just described. Connected with each one of the cylinders is a return pipe 44 which has a release or dump valve 45 therein. These pipes 44 join at a Y-coupling 46 which is connected to the top of the supply tank 35. In each of the cylinder supply pipes 39 and 4| there is a one way intake valve 41 (Fig. 1) which is urged to the closed position .,V.

as .the piston I3 is returned to force the fluid through the return pipes 44.

Referring now particularly to Figs. 4 and 5, the arrangement of the control valves in the drivers compartment will be described. The tank 35 is located under a hood 48 of the vehicle an-d as well there is similarly located thereunder the pump 36 and an electric driving motor 49 for the` pump. The control valve 31 is mounted on a dashboard 5| and has a shaft 52 which extends rearwardly for rotation in a front dash panel 53. The shaft 52 has the knob 54 thereon adapted to beyturned to the right or left depending upon which jack is to be lowered.

On the foot board adjacent clutch `and brake pedals 55 and 5B is an actuator button 51 for operating the release valves 45 to permit the return of the actuator pistons. As this button moves downwardly, an arm 58 is pivoted to a bracket 59 mounted somewhere on the vehicle chassis .and against the action of a return spring 6| connected between the foot board and the forward endl ofthe arm. This arm 58 has an end portion 62 connected to the release valve 45 to operate the same. 58y there'is a second .arm 63 rigidtherewith and arranged to simultaneously operate the release valve for the other actuator (Fig. 1). Thus to lower the'jack the control handle 54 is positioned.

Thereafter when itis desired to raise the jackv the button 51 is depressed.

lReferring now to Figs. 6,- '7 and 8, the selector valve. 31 comprises an outer sleeve 54 externally threaded on la reduced portion 65 to whichthe main delivery pipe 38 is connected by a coupling On the forward end of thearm member 66. Within the sleeve 64 is a two-way valve element 61 adapted to -be turned either to the right or to the left by the control handle 54 on the front panel.

If the valve element 61 is turned to the right fluid entering a central passage 68 thereof will be directed through way 1| to the pipe 4| and thence to the cylinder 43 at the right side of the vehicle (Fig. 3). If the valve element 61 is turned to the left, uid from the main central passage 68 passes through way 12 which will register with pipe 39 and be directed to the cylinder of the actuator at the left side of the vehicle (Fig. 3). If the valve element 61 is turned to a position inverted from the way it is shown in Fig. 7 and so Athat the ways 1| and 12 are respectively connectedwith pipes 39 and 4|, both actuators will be `simultaneously actuated.

The portion yof the sleeve 64 adjacent to the dash board 5| is expanded as shown at 13 and internally threaded to receivea combined-.closure and mounting element 14 having a portion 175 extending through the dash board 5| and secured thereto by a locking nut 16. Washer elements 11 serve to prevent leakage of fluid through the enlarged portion 13 of the sleeve.

Referring now particularly to Figs. 2 and 9, there is shown the electrical control system for the uid pump 36 driven by the motor 49. Motor 49receives its power from the vehicle generator 18 when a main switch 19 is thrown to a position at the left in engagement with contacts such that the motor will be automatically stopped when either -wheel 25 is lowered to raise the par-A f ticular side of the vehicle or when thrown to the right in engagement with contacts 8| wherebythe motor will be stopped only when both jacks have been extended to raise the entire end of the vehicle. The switch 19 is located onthe front panel -53 (Fig. 5) and can be turned to-any one of three positions to the left or right or movedy to a neutral or out of engagement position. The switch is one of the three pole double throwy type and as .actually used on the panel 53 is operated by rotational movement andrsuch that thecontacts can be mounted on a drum.

Associated with each of the brackets 22 (Fig. 2) are contact elements 82 and on each of vtheljack; wheel forks 24 is a Contact 83. As the fork124. is brought to the vertical position under the bracket 22 to raise the particular side-of the car, the contacts 82 and 83 engage one another to close` a circuit which will operate a solenoid,Y

of a cut-off switch `to break themotor circuit and stop the pump. With the switch 19 thrown to the left and into engagement with the contacts 80, the -two pairs of switch contacts ,82; andf83 with the respective jack wheels at the oppositev sidesI of the vehicle are placed in a parallel or shuntre-lationship in the solenoid circuit. .Either one of the pairsof contacts can be closed and the switch 85 will `be opened to stop the motor 49, all of which dependingfupon Whichjackiwheel is beinglowered.

If the-switch 19 is moved to the Yright to engage contacts 8|, both pairsofcontacts 82 and 83l are placed in a series relationship .with orlean-A other and in the solenoid circuit thereby-re,- quiring that each pair of contacts will be closed before the solenoid opens' the cut-off switch-for the discontinuation of themotor 49. Thus both jack wheels yhave to be lowered before the motor.. 49 is stopped.

While I have illustrated andfdescribed zthe pres. ferred-fembodimentspf my invention., it Ais1-.toller 5 understood that I do not limit myself to the precise constructions herein disclosed and the right is reserved to all changes and modifications coming Within the scope of the invention as dened in the appended claims.

Having thus described my invention, what I claim as new, and desire to secure by United States Letters Patent is:

1. A vehicle jack arrangement comprising a lluid actuator adapted to be anchored to the frame of the vehicle, a bracket structure adapted to be connected to an axle and having a lug portion extending longitudinally therefrom, a jack Wheel and an Iarm pivoted to the lower end of the bracket structure and adapted to be positioned in a vertical location beneath the axle structure whereby to raise one side of the vehicle, a connecting rod extending between the lower end of the wheel arm and the fluid `actuator whereby to eiect the movement of the wheel arm by the actuator, fluid control mechanism adapted to be operated from the drivers compartment of the vehicle to cause the extension of the actuator, said wheel arm having a lug portion thereon adapted to be aligned with the lug portion oi the bracket when the jack wheel is moved to its operative position, a compression spring extending between said lug portions and operative to eiect movement of the wheel arm to its inoperative position when the actuator has been released,

release mechanism for the actuator to permit the retraction of the jack wheel under the action of the compression spring, said control mechanism for the actuator including an electric motor and a pump driven thereby, a source of current supply and a solenoid operated cut-off switch for the motor, contacts located respectively on the bracket structure and jack wheel arm adapted to be placed in engagement with one another as the Wheel arm is placed into vertical alignment with the axle bracket structure to raise the vehicle and circuit wires extending between the contacts and the solenoid to effect the operation of its contacts land the opening of the motor circuit.

2. A Vehicle jack arrangement comprising a plurality of fluid actuators connected to the vehicle at dierent locations thereon, bracket structures adapted for connection with a vehicle axle, one of said bracket structures being located at each side of a vehicle axle, a jack wheel and an arm therefor pivoted to the lower end of each bracket structure, a connection established between each arm and the actuator whereby as the actuator is extended the jack wheel arm is placed in vertical alignment with the bracket structure to raise the axle and the side of the vehicle body, a uid mechanism for delivering fluid to the ac.. tuators including a selector control device for delivering iluid to one or the other of the actuators, an electrically driven motor adapted to operate a fluid pump for placing the iiuid under pressure, a

pair of contacts adapted to be closed by each actuator when the stroke of the same has been completed, said contacts forming a part of a solenoid cutoff device for the motor and a switching device for placing the pairs of contacts either in parallel relationship with a current supply to effect the opening of the motor circuit when either one of the actuators has been operated or moved to another position to place the contacts operated by the actuators in series relationship to cut 01T the motor circuit only when both of the actuators have been actuated.

3. A vehicle jack arrangement comprising a plurality of fluid actuators connected to the vehicle at different locations thereon, bracket structures adapted for connection with a vehicle axle, one of said bracket structures being located at each side of a vehicle axle, a jack wheel and an arm therefor pivoted to the lower end of each bracket structure, a connection established between each arm and the actuator whereby as the actuator is extended the jack wheel arm is placed in vertical alignment with the bracket structure to raise the axle and the side of the vehicle body, a fluid mechanism for delivering fluid to the actuators including a selector control device for delivering fluid to one or the other of the actuators, an electrically driven motor adapted to operate a fluid pump for placing the iluid under pressure, -a pair of contacts adapted to be closed by each actuator when the stroke of the same has been completed, said contacts forming a part of a solenoid cut-0E device for the motor, a switching device for placing the pairs of contacts either in parallel relationship with a current supply to effect the opening of the motor4 circuit when either one of the actuators has been operated or moved to another position to place the contacts operated by the actuators in series relationship to cut off the motor circuit only when both of the actuators have been actuated, a manually operated fluid release device for conditioning the fluid actuators so that their operating elements can be returned to their retracted positions and a return spring connected between the bracket structure and the jack wheel arm for returning the jack wheel and its arm to their returned position when the iluid has been released from the actuators.

WILLIAM F. CIOFFI.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PATENTS Number Name Date 2,001,411 Davis May 14, 1935 2,048,264 Harris July 21, 1936 2,146,955 Helms et al Feb. 14, 1939 

